JPS6146342B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear suspension for an automobile, and particularly to a novel rear suspension with excellent toe-in effect.

BACKGROUND ART In the rear suspension of an automobile, in order to improve steering stability, riding comfort, etc., it is desired to have a rear suspension that allows tires to be toe-in during driving, especially when cornering. In other words, as is well known, when cornering, the centrifugal force applied to the vehicle body acts on the suspension as a lateral force.
In order to increase the turning limit G, it is desirable for tires to counteract this lateral force with a large resistance force. This drag can be increased by toe-in the tire and increase the slip angle. Also, if you increase this drag and improve the grip of the rear wheels, you can strengthen the tendency to understeer,
It can improve the stability of the car.

Conventionally, various types of rear suspensions have been known that have a toe-in effect against lateral force during cornering, but all of them are somewhat complex in structure. For example, the one described in Japanese Patent Publication No. 52-37649 uses three rubber bushings and the hardness of the bushings is changed, and the one described in West German Patent Publication No. 2158931 or West German Patent Publication No. 2355954 is The wheel hub is supported via a vertical shaft and a spring, making the structure complex.

SUMMARY OF THE INVENTION An object of the present invention is to provide a novel rear suspension that has an extremely simple structure and can effectively toe-in the rear wheels against external forces, especially during cornering.

In the rear suspension of the present invention, a rear wheel support member is connected to a swinging member, a part of which is swingably supported on the vehicle body, via one ball joint and an elastic bushing such as a rubber bushing. Further, a stabilizer having a center of rotation in the left-right direction of the vehicle body and rotatably supported by the vehicle body via a control link is connected to the wheel support member, and in particular, the swinging member is connected to the wheel support member when bumping. The stabilizer is mounted so that its rotation locus moves outward in the left-right direction of the vehicle, and the end of the stabilizer is connected to the wheel support member forward of the ball joint and below the center of swing of the swing member. This is a characteristic feature.

In the present invention, the swinging member refers to a swinging support member on the vehicle body side that is partially supported swingably on the vehicle body, such as a semi-trailing arm of a semi-trailing type rear suspension, or a strut-type rear suspension. It is a general term for various support members attached to the vehicle body, such as the pension strut, the top and lower arms of a button-type rear suspension, and the do-de-on tube of a do-de-on type rear suspension. It is not limited to the format.

In addition, wheel members are a general term for members such as wheel hubs that rotatably support tires.
It is not limited to a specific wheel hub.

In addition, the control link is a link member that is connected between a bracket that supports the center portion of the stabilizer extending in the left-right direction of the vehicle body and a bracket on the vehicle body side in order to support the stabilizer on the vehicle body while allowing the stabilizer to be slightly displaced. be.

Furthermore, the quadrant defined in the present invention is a quadrant in rectangular coordinates when looking at the rear wheel from the left side of the vehicle body and imagining horizontal and vertical orthogonal axes with the wheel center as the center. All quadrants include the axes at both ends that limit the quadrant (for example, in the first quadrant, the right half of the horizontal axis and the upper half of the vertical axis).

In the present invention, the direction of rotation of the wheel support member is also expressed as clockwise, counterclockwise, etc. when viewed from the left side of the vehicle body.

According to the rear suspension of the present invention, when a lateral force is applied during cornering, the stabilizing reaction force due to the bump on one side acts to displace the wheel support member in the toe-in direction, and the tire can be automatically toe-in. In other words, while the wheel support member tends to move outward from the vehicle body due to the rocking of the rocking member during a bump, the end of the stabilizer moves straight upward, causing the connection point between the stabilizer and the wheel support member ( The stabilizing reaction force acts inward in the left-right direction of the vehicle at the wheel (located in front of the ball joint), thereby displacing the wheel support member in the toe-in direction around the ball joint.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a perspective view showing an example in which the present invention is applied to a semi-trailing type rear suspension. A wheel hub 10 of a tire 14 is connected to a rear end 2c of a semi-trailing arm 2 whose front ends 2a and 2b are pivotally supported on a vehicle body frame 1 via one ball joint 11 and two rubber bushes 12 and 13. ing. The rear end 2c of the semi-trailing arm 2 is connected to the lower end of the shock absorber 3, and the semi-trailing arm 2 has front ends 2a, 2b.
It is possible to swing up and down by the pivot support.

Further, the stabilizer 16 is provided with a central portion 16B extending in the left-right direction of the vehicle body being pivotally supported by a pair of brackets 19. This bracket 19 is connected to the vehicle body side bracket 1 via the control link 17.
It is fixed at 8. The stabilizer 16 has rear bent portions 16A at both ends, and this rear bent portion 16
The tip of A is located forward of the vehicle body from the ball joint 11 and is located at the front end 2a, 2b of the semi-trailing arm 2.
It is connected to an arm 15 extending from the wheel hub 10 to the front of the ball joint 11 at a position lower than the ball joint 11.

The semi-trailing arm 2 is attached so that the rotation locus of the wheel hub 10 moves outward in the left-right direction of the vehicle body when bumping. Therefore, when bumping, the wheel hub 10 tends to move upward and outward of the vehicle body as the semi-trailing arm 2 swings, while the rear bent portion 16 of the stabilizer 16
Try to move it straight upward along the rotation trajectory of A. Therefore, the wheel hub 10 receives a stabilizing reaction force directed toward the vehicle body from the rear bent portion 16A of the stabilizer 16 at the front end of the arm 15 extending forward. This stabilizing reaction force acts to pull the front part of the wheel hub 10 inward around the ball joint 11, and the wheel hub 10 eventually pulls the front part of the wheel hub 10 around the ball joint 11 into the rubber bush 1.
It absorbs the elasticity of 2 and 13 and is displaced in the toe-in direction.

As described above, according to the embodiment shown in FIG. 1, the wheel hub 10 connected to the rear end of the semi-trailing arm 2 receives the inward reaction force of the stabilizer 16 at the rear when bumping, and the ball joint 11 in the toe-in direction.

Next, another embodiment of the present invention will be described.

FIG. 2 is a perspective view showing an example in which the present invention is applied to a strut type twin link suspension. A bracket 6 for supporting a wheel hub 10 of a tire 14 is connected to the rear end of a trailing link 5 extending rearward from the end of the vehicle frame 4. This bracket 6 is connected to the lower end of the shock absorber 3 and to the tips of a pair of lateral links 7. In addition, the wheel hub 10 has
A drive shaft 9A extending laterally from a differential case 9 fixed to the cross member 8 is connected.

The bracket 6 has a wheel hub 10 with two rubber bushes 12 and 13 and a ball joint 1.
1, it is rotatably mounted around the ball joint 11. The wheel hub 10 is integrally provided with an arm 15 that extends forward beyond the ball joint 11. An end of a stabilizer 16 is connected to the front end 15a of the arm 15, and the stabilizer reaction from the stabilizer 16 is prevented. Force is adapted to be transmitted to arm 15.

The ball joint 11 is placed in the fourth quadrant,
It is desirable that at least one of the two rubber bushes 12, 13 be located behind the wheel center. The lateral link 7 swings up and down about its inner end, thereby allowing the bracket 6 that supports the wheel hub 10 to swing up and down around the center of swing of the lateral link 7. This rocking is such that the wheel hub 10 moves outward in the left-right direction of the vehicle body when bumping. Further, the connecting portion between the end of the stabilizer 16 and the end of the arm 15 is located below this center of swing and in front of the ball joint 11.

Also in the embodiment shown in FIG. 2, when bumps such as cornering occur, the swing locus of the lateral link 7 and the upward rotation locus of the end of the stabilizer 16 (because the center of rotation is in the left-right direction of the vehicle body) are different from each other. Due to the displacement, an inward stabilizing reaction force acts on the connection between the front end of the arm 15 of the wheel hub 10 and the end of the stabilizer 16, and the wheel hub 10 is displaced in the toe-in direction.

Next, the configuration and effects of other embodiments of the present invention will be described in more detail.

FIG. 3 is a conceptual diagram showing the basic structure and operation of an embodiment of the rear suspension of the present invention, with the right rear wheel shown in the center as seen from the left (inside) rear side;
Projections from behind, left, and above are shown on the left, right, and bottom, respectively. The ball joint 11 is located above and behind the wheel center W (that is, in the first quadrant of the coordinates), and is located between the two rubber bushes 1.
One of the wheels 2 and 13, 12, is located ahead of the wheel center W (ie, in the second or third quadrant of the coordinates). In addition, the plane P including these two rubber bushes 12, 13 and the ball joint 11 is at the height CL of the wheel center in a vertical plane including the wheel center axis C (its projection is shown on the left in FIG. 3). It is located inside the vehicle body from the left and right center W of the wheel, and outside the vehicle body on the ground GL.

Furthermore, the shafts 12 of the rubber bushes 12 and 13
a and 13a are arranged in such a direction as to guide the wheel hub 10 inwardly in front of the wheel center W when the wheel hub 10 rotates counterclockwise around the ball joint, that is, in a direction that causes the tire 14 to be toe-in. . That is, the front rubber bushing 12 is oriented rearward inward, and the rear rubber bushing 13 is oriented rearward outward.
This direction may be reversed depending on the position of the rubber bushes 12, 13. That is, for example, when the front rubber bush 12 is placed horizontally or diagonally in the upper part of the second quadrant with the front low and the rear high, the axis 12a is directed forward inward rather than backward inward. . This is for the purpose of displacing the counterclockwise rotation of the wheel hub 10 around the ball joint 11 in the toe-in direction in either case.

Also, the arm 15 is moved forward from the wheel hub 10.
extends, and a rear end 16a of a rearward bending portion 16A of the stabilizer 16 is connected to a front end 15a of the arm 15. Center part 16B of stabilizer 16
A control link 17 extends in the left-right direction of the vehicle body and has one end 17a connected to a vehicle body side bracket 18.
It is supported by the other end 17b via a bracket 19, and is rotatably supported in the left-right direction of the vehicle body. Therefore, at the time of a bump, the end portion 16a of the stabilizer 16 can move in the vertical direction along the vertical trajectory A in the projection view on the left side of FIG.

On the other hand, the wheel hub 10 is supported by a swing member that is a support member on the vehicle body side, such as a semi-trailing arm that is partially swingably supported by the vehicle body.
This swing member is attached so that the rotation locus of the wheel hub moves outward in the left-right direction of the vehicle body (as shown by locus B on the left in FIG. 1) when the vehicle bumps.

Further, the connecting portion between the end portion 16a of the stabilizer and the front end 15a of the arm 15 of the wheel hub 10 is located forward of the ball joint 11 and below the center of swing of the swing member.

Hereinafter, the toe-in effect due to external force will be explained in detail in this embodiment with reference to FIG.
In FIG. 3, the vertical imaginary axis passing through the ball joint 11 is L, the imaginary axis in the width direction of the vehicle body is M, and the imaginary axis in the longitudinal direction is N.

Lateral force (S) acts on the tire grounding point G from outside to inside.

When a lateral force (S) is applied to the tire during cornering, a rotational moment is generated around the L axis in a counterclockwise direction when viewed from above, and the rubber bushing 12,
Due to the elasticity of the wheel hub 13, the wheel hub 10 is displaced around the ball joint 11 in the toe-in direction.
At this time, if the elasticity of the front rubber bushing 12 on the inside in the right angle direction and the elasticity of the rear rubber bushing 13 on the outside in the right angle direction are increased, an even greater toe-in effect can be obtained.

At the same time, due to a bump on one side during cornering, the wheel hub 10 is moved to the end 15a of the arm 15.
However, at this time, the stabilizing reaction force HF is applied inward due to the upward trajectory A of the end 16a of the stabilizer 16. Therefore, the front portion of the wheel hub 10 is displaced inwardly, and thus in the toe-in direction. Also, at this time, a vertical component VF of the stabilizing reaction force from the stabilizer 16 acts downward on the front end 15a of the arm 15 of the wheel hub 10.
The wheel hub 10 rotates counterclockwise (as viewed from the left) around the ball joint 11 due to the vertical component VF of this stabilizer reaction force. This clockwise rotation causes the front of the wheel hub 10 to be displaced inwardly and the rear to be outwardly due to the orientation of the axes of the rubber bushes 12 and 13, as described above, and as a result, the wheel hub 10 is displaced in the toe-in direction.

In this way, during cornering, both the lateral force (S) and the stabilizing reaction force (HF, VF) produce a toe-in effect, making it possible to effectively toe-in the tire.

As is clear from the above detailed explanation, in this embodiment, a toe-in effect is automatically obtained not only by the stabilizing reaction force at the time of a bump but also by the lateral force (S) at the time of cornering, and the tire is effectively It can be towed in.

FIG. 4 is a conceptual diagram showing the basic structure and operation of yet another preferred embodiment of the rear suspension of the present invention. , below are projections from the rear, left, and top, respectively. The ball joint 11 is disposed on the lower side behind the wheel center W (that is, in the fourth quadrant of the coordinates), and
One of the two rubber bushes 12 and 13 is located forward of the wheel center W (i.e. at the second position of the coordinates).
or the third quadrant). In addition, the plane P that includes these two rubber bushes 12, 13 and the ball joint 11 is the height CL of the wheel center and ground
It is located outward from the vehicle body from the wheel left and right center W on the GL.

Furthermore, the shafts 12 of the rubber bushes 12 and 13
a and 13a are arranged in such a direction as to guide the wheel hub 10 inwardly in front of the wheel center W when the wheel hub 10 rotates counterclockwise around the ball joint, that is, in a direction that causes the tire 14 to be toe-in. . That is, the front rubber bushing 12 is oriented forward inward, and the rear rubber bushing 13 is oriented forward outward.
This direction may be reversed depending on the position of the rubber bushes 12, 13. That is, for example, when the front rubber bush 12 is arranged horizontally or diagonally toward the bottom of the third quadrant with the front high and the rear low, the axis 12a is not directed forward inward but rearward inward. . This is for the purpose of displacing the counterclockwise rotation of the wheel hub 10 around the ball joint 11 in the toe-in direction in either case.

Also, the arm 15 is moved forward from the wheel hub 10.
extends, and a rear end 16a of a rearward bending portion 16A of the stabilizer 16 is connected to a front end 15a of the arm 15. Center part 16B of stabilizer 16
A control link 17 extends in the left-right direction of the vehicle body and has one end 17a connected to a vehicle body side bracket 18.
It is supported by the other end 17b via a bracket 19, and is rotatably supported in the left-right direction of the vehicle body. Therefore, at the time of a bump, the end portion 16a of the stabilizer 16 can move in the vertical direction along the vertical trajectory A in the projection view on the left side of FIG.

On the other hand, the wheel hub 10 is supported by a swing member that is a support member on the vehicle body side, such as a semi-trailing arm that is partially swingably supported by the vehicle body.
This swing member is attached so that the rotation locus of the wheel hub moves outward in the left-right direction of the vehicle body (as shown by locus B on the left in FIG. 1) when the vehicle bumps.

Further, the connecting portion between the end portion 16a of the stabilizer and the front end 15a of the arm 15 of the wheel hub 10 is located forward of the ball joint 11 and below the center of swing of the swing member.

Hereinafter, the toe-in effect due to external force will be explained in detail in this embodiment with reference to FIG.
In FIG. 4, the vertical imaginary axis passing through the ball joint 11 is L, the imaginary axis in the width direction of the vehicle body is M, and the imaginary axis in the longitudinal direction is N.

Lateral force (S) acts on the tire grounding point G from outside to inside.

When a lateral force (S) is applied to the tire during cornering, a rotational moment is generated around the L axis in a counterclockwise direction when viewed from above, and the rubber bushing 12,
Due to the elasticity of the wheel hub 13, the wheel hub 10 is displaced around the ball joint 11 in the toe-in direction.
At this time, if the elasticity of the front rubber bushing 12 on the inside in the right angle direction and the elasticity of the rear rubber bushing 13 on the outside in the right angle direction are increased, an even greater toe-in effect can be obtained.

At the same time, due to a bump on one side during cornering, the end 15a of the arm 15 of the wheel hub 10 is
The stabilizer 16 attempts to move upward and outward along a trajectory B, but at this time it receives an inward stabilizing reaction force HF due to an upward trajectory A of the end 16a of the stabilizer 16. Therefore, the front portion of the wheel hub 10 is displaced inward, and therefore in the toe-in direction. Further, at this time, a vertical component VF of the stabilizing reaction force from the stabilizer 16 acts downward on the front end 15a of the arm 15 of the wheel hub 10.
The wheel hub 10 rotates counterclockwise (as viewed from the left) around the ball joint 11 due to the vertical component VF of this stabilizer reaction force. This counterclockwise rotation causes the front side of the wheel hub 10 to be displaced inwardly and the rear side to be outwardly due to the orientation of the axes of the rubber bushes 12 and 13, as described above, and as a result, the wheel hub 10 is displaced in the toe-in direction.

In this way, during cornering, both the lateral force (S) and the stabilizing reaction force (HF, VF) produce a toe-in effect, making it possible to effectively toe-in the tire.

As is clear from the description of the above embodiments, the present invention provides a rear suspension that has the effect of toe-in the tire on the side of the bump due to a stabilizing reaction force when a bump occurs on one side due to cornering or the like. Therefore, it is possible to realize a vehicle that is constantly stabilized during driving such as cornering, and that has improved maneuverability without impairing ride comfort.

[Brief explanation of the drawing]

Fig. 1 is a perspective view showing an example in which the present invention is applied to a semi-trailing type rear suspension, Fig. 2 is a perspective view showing an example in which the invention is applied to a strut type twin link suspension, and Figs. FIG. 4 is a conceptual diagram showing in detail the main parts of the rear suspension in different embodiments, and shows a perspective view of the right rear wheel viewed from the rear left and a three-way projection view thereof. 1... Vehicle side frame, 2... Semi-trailing arm, 3... Shock absorber, 4... Vehicle side frame, 5... Trailing link, 6...
... Bracket, 7 ... Lateral link, 8 ... Cross member, 10 ... Wheel hub, 11 ... Ball joint, 12, 13 ... Rubber bush, 14 ... Tire, 15 ... Arm, 16 ...
Stabilizer, 17...Control link.

Claims (1)

[Claims] 1. A rocking member, a part of which is swingably supported on the vehicle body;
A wheel support member is supported by this swinging member via a single ball joint and an elastic bushing, rotatably supporting the rear wheel, and has a rotation center in the left-right direction of the vehicle body, and a control link. It consists of a stabilizer that is rotatably supported on the vehicle body via the swing member, and the swing member is attached so that the rotation locus of the wheel support member moves outward in the left-right direction of the vehicle body when bumping, and the end of the stabilizer is attached to a ball. A rear suspension for an automobile, characterized in that the rear suspension is connected to a wheel support member in front of a joint and below the center of swing of the swing member.